Track-laying car.



w. 1. KnAuscH at E. F. WEBER. TRACK LAYING elm. I' APPLICAIION FILED )UNE I2, 1916.

'Patented Dee. 4, 1917.

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w. T. KRAuScH a E. r. WEBER.

mAcK LAYING cn. APPLICATION FILED )Ulli l2 i910.

Patented Dee; 4,191?.`

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TRACK LAYING CAR. APPUCATION FILE!) UIIE l2 1916.`

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W. T. KRAUSCH E. F, WEBER.

l f TRACK LAYING CAR. Armcmon msn Jun: 12. me. 4

1,243,676, Y Emma Deen 4,1917.

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' UNITED STATES PATENT oEEIcE.

WALTER @."KRAUSGH, or LA` GRANGE, ILLINOIS, AED ERNST E. WEBER, el' cnEs'roN, IowA.

TRACK-IIAYING CAIR.

1,242,676. specification of teem Patent. Patented Dec, 4, 191 7,'

Application led .Tune 12, 1916. Serial No. 108,239. To all wom ztmay concern.' y the line GMG of Fig. 5 looking in the direc- Be it knownthnt we, WVALTEE T. KEAUSCH tiono the arrows.

and ERNs'r F. VVEIsEn, citizens of the United Fig. 7 is e, detail sectional view taken on States, and residents of La Grange, in the tbe line 7--7 of Fig.. 5. county of Cook sind State of Illinois, and l? 1g. 8 is it detail perspective view of one 60 oi Creston, in the county of Union and of the transversely arranged transporting Stute of Iowa, respectively, have vinvented members or wheel..

certain new and useful Improvements in. The invention is disclosed in the form of '.lreclc-Lnying Cars,of which the following,n o. poweodriveo cer composed of suitable side 10 is a. descriptirm1 reference being' had to the sills l@QV 10 secured together by end sills 85 accompanying drawings, which form n part 3 1, 11 and also provided with suitable in of our specification. tc'mc'yiiete sills 12, .l2 Et the rear end of the The invention relates more particularly underfrnme of the cer; the sills 12, l2 beto u Cfufor` handling and laying reiiwzly ing shown secured to the transverse sill 13,

mils in osition on the ties; the invention which in tnro. is secured to the Sidesills 70 Contemp ating the type of device whioh is 10, 1G7 see 1. more especially adapted tornove or run on. Tie intermediute sills 12, 12 provide suitriiils previously leid thereby and to pick up "fe support for e motor indicated-at 14 in other'rlils which have been distributed nic-ng lz' Il, illustrated in the form of orwell the side of the road-bed or track. imo-wn type of internal combustionmotor 75 The invention relates to n .traclnloying provi( with a suitable radiator indicated machine or cer provided with proper motive et 1.. in Fig. 4. The motor` or Crank shaft power for 'propelling the car along the reds is. elown provided with the usual flywheel and also for o erating the means whereby 11.1.1 whie the outer -end is provided with a.

the rails are li ted and lowered into proper suitable sprocket 1 6- whereby thepower- 80 position preparatory to being fastened or shaft lisuiteblyhung orjournuled beneath spiked to the ties; the construction of 'the the nndermme of the cai-,is driven through 'wir being suoli that the operation man be the medium of sprocket chain 18.' Thel controlled by a single operator, es wil be power-eiwit Il? is provided with o sprocket 3o more fully understood from the following wheel. 19 in elinement with sprocket 16 to 85 r'lcmiler'tdescription from which the :adven receive the sprocket. chain 18; the powertages of our construction will be readily apshaft extending town-rd the front end of the parent. cer, es clearly shown in li`ig. ,2.

In the drawings i vThe forward end of the 'power-shaft 17 is Figure l is u sectional plan view 0f theV provided. with a. miter gear 20 adapted to 90 car withgell of the mechanism located above mesh with the miter gears 21 and 22, btli theioor removed and the frontend of the of which are loosely mounted on the front cnr broken away. g journal 23 of the car to which thefront Fig. 2 is a similar view ofthe front end wheels 24, 24 are secured. M'ter gear 21 is 40 of the car. controlled bye snitble clutiih mechanism 95 Fig. 3' isl e detail view .illustrating the 25, while the miter` gear 22 iscontrolledby windless and driving mechanism in e1evaa similar clutch mechanism 26, both of which 1 tion. 'are moiintedon the front journal or axle 23, "Fig, 4 is a longitudinal sectionalview of and adapted to provide operati-ve relation 46 the our and th-'mechanism located above between the goers and the journal, es' shown 100 the lioor,fthe view being1h .taken substantially in Fig. 2. The clutch mechanisms are of a on the line 4-4 o? lii. l j Well known Vtype of construction, and there- Fi 5 is a longildi al sectional view of Yfore will re( uire no Specific description. the ront end vof t e machine, to Wit', the The clutc 'mechn'nlsm 25 is; controlled by 50 portion located forward of that disclosed in lever 27 pivotd at 28 .to the end sill of the 10,5

Fig. 4, and shown' in Fi- .'2, with the mechcar underframe so as to swing laterally; Y unisrn located thereon 's own in elevation; while the clutch mechanism 26is controlled portions of said mechanism being 'broken by a similar lever29 ivoted at 30 to the end awa y sill 0f the car under rame, as shown in Fig. Flg. 6 is a. detail `sectional view teken on 2. The opposite ends of both levers 27and 110 -1 and 4.

, maintainedin proper position.

With the construction shown, when hand lever 34, shown in Fig. 4, is moved forward, reach-rod 33 will canse bell-crank ,lever32 to swing in a direction which will induce link 31 to move lever 27 toward power-shaft 17 and thus cause clutch mechanism 25 to provide operative relation between miter gear 2l and the front journal or axle 23. Dur-- ing such movement, it is clearly evident that clutch mechanism 26 will be moved out of operative relation with mter gear 22, so that the powe1` from power-shaft 17 'will cause the car to travel forwardly. Movement of hand lever 84, backward from the normal position shown in Fig. 4, will induce bell-crank lever 32 to rock forwardly and thereby causel clutch mechanism 2li to provide operative relation between miter gear.

22 and the journal or axle and at the same time throw clutch mechanism 25 out of operative relation, so that the ear may be moved in the opposite direction through the action ot'powershaft 17.-

At a point forward ot the motori-4, and inv close proximity to operating lever 34, the machinevor ear is provided with a suitable operator-s seat 35,'seel1`ig. 4.

'The car undertr'ame', at a pointjnear the front end thereof, is shown provided with .transversely disposed reintorcixngr :Z-bars 36, See Figs. 2 and 5. These transversely extei'idingr members provide suitable. support for the bearing plates or members E37 whereby theten's'ion postor mast 38 is. suitably The. mast 55S may be of any suitable formatirm or com struction, being` shown preferably one posed of channel irons, See Figs. 5 andl (l, provided with a bottom post adapted to extend into a suitable; opening in the. top blurring-plate. The liottolnpost l'irovides a` suitableattaching point for the swivel or bearingmember El!) whereby the boom ll'() is given properpivotal bearing on thomas1, 'llle means "ployed, Aloif'serfnrinirl.lio`.|ooln in plaee ise'uelr that the` boom may be quirk-ly-detaehed tl-irough the removal bl' a; pin :n.ljarent the bottom end ol'Y ,the posi-or vmast 38. -'l"he, boom lIll is preferably .oon-

struct-edfofE two arlallelly arranged e'hannelirons, l, etwe.en which is riveted a proper boem-bearing xnemlmr or forging 4l priv vided with a suitable socket to tabout the :post at the lower end-of the main post or mast; and the sides of the boom are provided with clamping menbers 42 secured to the sides of the boom by suitable rivets, which also secure the bearing or forging' 41 in place; the clamping members are Shown extending to the rear of the main post or mast 38 where the ends are clamped together' by the bolt 43.

The top of the main post or mast 38 is provided with a suitable center pin 44, properly secured in place and provided with an attaching member 45, to which the trussrod 46 is secured; the opposite end of the rod being pivotally secured to the outer end of the boom, as shown in I1`ig.,5. The truss-rod is shown provided with a suitable turnbuckle 47 for maintaining proper tension. The opposite end of attaching member 45 is adapted to receive the trussrod 48 which, bymeans otturnbuckle 49, is fastened to attaehin member 5.0 secured to the platform or un erframe of'the car, as shown in Fig. 4. y

The outer end of the boom 40 is provided with a suitable sheave 51, see Fig. 5, about which cable`52 extends;the outer .end of the cable being provided with the loosely mounted or travelin sheave 53, which' is provided with a sguitab e housing 54. shown provided with an attach-ing e'yeor any other suitable attaching means; while the yend yof the cable. 52 secured to the link 55 by'means of suitable clips 5G; the link in turn being secured to the end of the boom, as shown in Fig. 5, thus permitting the cable to be played out in' the usual manner.

The cable 52', after passing over sheave 5l, extends between the rol-related sheaves 57, 57 whirh are maintained inthe inclined, transverse position indicated in Fig. by means of a suitable'briufln-.t 58 secured Vlo the` main postor mast 38. These sheaves 57 permit the hoisting eable to pass betn-'eenthe members constituting'the main post or mast 3S without forming Jr'rietional rontaet with the mast, as elearly shown in Fie'. (i, and .tluu'e'lore prevent'the cableY being eut or worn, and at the same lime maintain the cable in proper.position relative lo the drum 5S) ol the windlass shown in Fig. Ll.

lThe windlass is arranged al a lsuitable point ,preleralily rearward ol' the. nlasl 3S; i

frictional Wheels 53 and 6/1l are controlled bymeans of levers 65 and 66; one end of veach lever being pivotally secured to the cardindel-frame, as shown in Fig. 1, While the other frietional engagement with cone-pulleys or about which bandi-brake 76 The shaft 81 is mounted so Aed on the shaft 62.

' righil .in Fig.

frictional Wheels 63 and 64, The shaft 70 is prvded with a suitable sprocket 72 which receives sprocket-chain 73 which, in turn, extends about the-sprocket-Wheel 74. mount Movement of hand-lever 68 rearward will cause reacl1-rod 67 to force cone-pulley or friction-Wheel 63 into frictional engagement withthe cone-vvheel 71, While frief;i'on-ivheel 64 is slid out of opera` tive engagement, thereby inducing the power shaft 17 te drive the Windlass in winding direction so to take up hoist-cable Movement of hand lever 68 forwardly, or in. opposite' direction, will draw reaclrrod 67 backward, throw cone-pulley or friction Wheel 63 out of friotional engagement with cone 71,7and move cone-pulley or frictionwheel 64 into rictional engagement with. frictional Wheel '71, and cause the Windlass to move in the opposite or unwinding direc tion, l

In order to brake or lock the Windlass, the shaft 62 is provided with a brake-Wheel. 75, extends, 4one end of the band-brake being permanently sen cured to the transversely disposed rod 77, While4 the other end of the band-bralieA is secured to the link '78, pivotally mounted on rod 77, with its lo'vver end. pivotally' secured to reach-rod 79 attached to the lower end vo" footdever 80 which is pivotally mounted to the car underframe and extends through a suitable opening in the Hoor of the car so as to be readily accessible and the opcrators spat 35.

With hand leverUS in vertical or neutral position, the frictiomdrive mechanism, comose-d of friction-Wheels 63, fifi and 71, will lie `out of mesh or operative relation, thus enabling the vvindlass to be independently operated should it be so desired. To permit such operationof the windlass, at times when the motor may not be in operation, we have shown the windlass provided With the han d-operating shaft versely of the windlass frame and provided with the usual cranks 82, as shown in Fig. 3, as to have Inove-y Windlass', and is in easy reach of merit transversely of the prm-"xrlcrl with a with near U0 when shaft 81 is moved to the Shaft 81 is provided with 81 arranged trans-i pinion 83 adapted to mesh.

a suitable collar tended to be engaged by the detent or pawl pivot-ally mounted at 86 so as to permit the paw] or detent to be moved vertically out oi,l the path of the flange orv collar 8/1. As 70 is evident from the construction" shown, the detent or pawl engages with the flange or. collar 84 and prevents longitudinal move ment of shaft 8l. When it is desired to operate the windlass by tent 85 must be lifted in order to shift the shaft 81 to the right in Fig. 3, after which the detent or pawl is allowed to drop vinto engagement with the opposite side of the flange or collar 8erY and thereby prevent the so shaft moving in a direction which would throw pinion 83 out oi mesh with gear 60. 'T he front part of the car underframe is shown provided with a suitable yoke or strap 87 to `receive `any suitable coupling shown, for example, in Fig. 5.

Suitably mounted on the transversely ex tending shaft, on which foot-lever 80 is pivotally secureff extending through a suitable opening in the car door, and provided with a reach-rod 89. The'other endof. the lever is connected with the lever 90 to which one end of band-brake 91 is secured, AWhile is pivotally mounted on the rod 92, to which the opposite end of the band-brake is also secured. The band-brake 91 is shown en circling a suitable brake-Wheel 93 secured to rear journal or axle Wheels of the car are secured. In addition to the braking-means just described, `We shouJ the machine also .provided with a handoperated brake controlled by means of thc means, as

hand-lever 95 pivotally secured to the car 105 Extending transversely ot' the car or nia.- chine are a.pa1r otl I- beains 100 and 101; the beam being slnlably held in place by means oifsuitable brackets or yokes 102 11F :1r-ranged on the upper side of the carundcrfl'amc; while -thc I-beam 101 is supe porti-d by means of suitable brackets or yokes 103 preferably disposed `on the under,

sido ol' the (::.u'fran1c, because of the location 120 of the motor 4at this end of the car. The beams 100 and 101 may be of` any suitable shape in cross-scction and are intended yto provide suitable support for a ballast rail,

beyond thel sides .of the car, as shown at 104 12ii 1u Fig. 1. The ballast. rail 104 may be supported or-hcld in plaise on the ends olli'` the supporting beams by suitable straps or brackets. The supporting rails 100 and 101 are `adapted to slide transversely or flange 84 which id inhand, pawl or de- 75 provided With a suitable opening 85 l, is a second foot lever 88, 9u

the other end of thelever 95 94 to which the real' 100 l to or supported on vthefvear- I"'i'rzufne 1n any suitable manner.

ofthe mav chine in order to extend beyond either side oi the car,'a distance suilieient tomake the ballast rails eti'eetive; the latter being applied on the side ot theear opposite to the side toward which the boom is bemg swung to lift rails. A

The indtor and operators end of' the car is shown j.provided with a suitable canopy 105y of any suitable construction and supported by lsuitable nprights which may be secured to the car underfralne in any well known manner. The bottom of the seat 1s provided with a suitable tool-chest or box, as indi-V cated at 106 and also with a battrry chamber or box 107 in which a suitable battery for connection with the spark coil and magi neto of the motor may be. arranged.

As is clearly evident from the construetion, a single operatoecau control both the movement of the car relativevto the roadbed or track and also operation of the windless whereby movement of the rails into place is accomplished. Our improved construction therefore obviates the necessity ot employing a number of operators or men to manipulate the wim'lless, as ,is the ease with the track-laying machines at present in use; and merely one or two men need be employed to securethc unlaid rail-section to the traveling sheave mounted on the hoisteable. v

At suitable points, as for example, intermediate of the rail-engaging wheels 24, we prefer to provide the side sills 10 with suits able brackets, preferably composed of the downwardly presented'members 108, `10S- properly riveted or otherwise secured to the side sills. as more clearly shown in Fig. S; the four brarkets, asshown 1n Fig. l, pret- 40 erably each eousistinof the pair of spaced lar in constriuztion.

be swung vertically.

members 108 in'or Jr to receive between them the wheel-carrying bell-crank lever or member 109. 'lhe brackets and levers 109 Y at all four points on the ear-frame are simi- The bidi-crank member 10S) is provided Awith a, hub-portion-11() mounted intermediate of the' bracketmembers 108 and is pivotally seem-ed in place'by the. belt 111 so aste permit member 100 to The inner 4or lower end ot member 1001s preferably bifureated as shown' so as-to receive the wheel 1.12, rolalably?mountedin place byy means oi a si'lilable bolt or pin 113; the' wheels 112 66 being preferably `provided with a. flat rim or i'elly in order to more. properly adapt vthem 'for the purpose.hereinafter' mentioned. -'vlhe oI-iposite or outs-rend of -mei'nl'ier 105) ,isjsoeket-ed, as showlvat 11-Iv in Fig. SLso as '60v'tof receive any'suitable rod or lining bar wiuin-it isdesired to torce the wheel-carrying members intooperative position. 'llhe wheels-,5h12 are set transversely o'l the car- 'framm as-vinjy clearly shown vinA Fig'. l. and

i i n are intended or uselwhen it is' desired to take the ear or machine off the track for lhe,purpose of elearin T the same for trains, especially in places w ere a switch o r side track is not available. In order to provide for proper application of power, the member 109 is preferably shapeda shown and described in order that the' ree or outer end provided with the socket 114 may be presented downwardly as shown when-the members are in raised or in inoperative position, in order that, through the use of a proper rod' or bar, sullicient lifting power may be exerted on member 109 in order to force the wheel ends of member 109 into substantially vertical position and force the wheels112 into contact with suitable )lanks disposed transversely between the rai s and at the sides of the track, so that. the car may be lifted suttciently to free the flanges of the rail-engaging wheels 2.4,' and thus permit the car to be moved transversely of the truck, In order to maintain the Wheelholding members 100 in either operative or inoperative position, the bracket-members 10S are shown provided with correlated lau'ioralions 115 adapted to receive suitable bolts or pins; the bolts or pins being passed through the proper pair of holes so as to en-` gage with opposite sides of the soeketed end ot member 100, as will be readily understood. With the arral'igement shown and described, the nuu'hine or car can be quickly removed from the track by two meu and thus cl xar the right oi? way. i

lVe endmivored not to cucumber the specification with descriptions aml'illustrations of'modifications ot' our'invmtion;.having shown and described what we believe to be the simplest and best form; it being understood, however, that modif" ations may be made in certain details of construction, without, however, departing from the spirit ofour invention.

Vhat we claim is:

ln a. track-laying ear of the class described. amain post. or mast mounted .on the ear and composed ot parallelly arranged members secured together in spaced relation with an extension post between at both ends both posts being provided with evlindriea portions atv points intermediate oi' their ends, luaring-plates serurdd to (he ear adalitedio rereive the extension-post at the bottom ot said mast and arranged .to maim tain the .latter againstrotaiiom a boom romposed of parallellv a rrangedmembers provided at the lower endswilh a bearingmember there-belween adapted to bear against the. c vlimlrieal portion of the `post al. the bottom of the. mast. a` pair of clamping members serured leugllnviseot' said laaun-memlwrs and said bearing-member adapted to extend ou opposite. sides and` rearward et the lower extension post of said' mast whereby the boom i.- removably secured to the must lrnd permitted to swing laterally, the boom being provided with n, sllezive :1t its outer end, a trussqnelnber pivotally secured adjacent the outer end of the 5 boom and. to the cylindrical portion of the extension post at the upper end ol the mast so as to permit lateral movement of the boom, in combination with :L Windlass secured on the our rearward of the mast and 10 having n, cable extending between the par- "rlllelly arranged members of the mast and oi'er the Sheavo :it the outer end of the boom,

with its end seein-ed to sziid boom, said cable being provided with u traveling sheave.

WALTER T. KRAUSCH. ERNST F. WEBER. Witnesses:

GEORGE HEIDMAN, F. A. FLORELL. 

